Food Cartology - Portland - The City of Portland, Oregon

Transcription

Food Cartology
Rethinking Urban Spaces as People Places
Acknowledgements
The Urban Vitality Group thanks the following people for their input and assistance to the Food Cartology project.
Food Cartology Technical Advisory Commi ee
Hannah Kapell
Peter Katon
Amy Koski
Jingping Li
Colin Price
Karen Thalhammer
Alma Flores, City of Portland, Bureau of Planning
Clark Henry, City of Portland, Bureau of Environmental Services
Ken Pirie, Walker Macy
Kimberly Schneider, Commissioner Sam Adams’ Office
Lisa Libby, Commissioner Sam Adams’ Office
Lynn Knox, City of Portland, Bureau of Housing and Community Development
Madeleine Mader, City of Portland, Bureau of Housing and Community Development
Suzanne Paymar, Hacienda Community Development Corpora on
Sarah Chenven, Mercy Corps Northwest
Cris na Stella, Ecumenical Ministries of Oregon Interfaith Food and Farms Partnership
Ronda Fast, City of Portland, Bureau of Development Services
Mark Gearheart, Property Owner- Sellwood An ques
Nancy Chapin, Alliance of Portland Neighborhood Business Associa ons
Lizzy Caston, LAD Communica ons
Hindi Iserho , City Repair
Ken Yee, Multnomah County Health Department
Sunny Souriyavong, Food Cart Owner, Sawasdee Thai Food
Nancye Benson , Food Cart Owner, Moxie Rx
Kevin Sandri, Food Cart Owner, Garden State
Andrea Spella, Food Cart Owner, Spella Caffe
Special thanks to the faculty advisors who provided guidance on the project
Ethan Seltzer
Sy Adler
Jennifer Dill
Table of Contents
Chapter 1: Introduc on
Project Goals
Study Ques ons
Food Cart Industry in Portland and Elsewhere
Regulatory Issues
Sellwood
Cully
6
7
8
10
Chapter 2: Methodology
Food Cart Defini on
Literature Review
Technical Advisory Commi ee
Regulatory Session
Industry Overview
Site Analysis
Interviews
Cost of Doing Business Comparison
Study Limita ons
11
11
11
12
12
13
14
14
14
Chapter 3: Site Analysis
Downtown
Mississippi
16
18
20
22
Chapter 4: Findings
Findings
Neighborhood Livability
Community Economic Development
24
25
30
35
Chapter 5: Recommenda ons
Criteria
Iden fy addi onal loca on for food carts
Increase awareness of informa onal resources
Promote innova ve urban design
Appendix
A: Regulatory Session A endees
B: Survey and Inventory Instruments
C: Interviewee List
D: Team Profiles
37
37
38
39
Executive Summary
The Urban Vitality Group (UVG) partnered with the City of Portland,
Bureau of Planning to study the effects that food carts have on street
vitality and neighborhood livability. The number of food carts within
the city seems to be growing, while the City lacks sufficient knowledge
about the industry to guide policy. The purpose of the study was
to assess the benefits and nega ve consequences of allowing food
carts within the city and to ascertain what economic opportuni es
may be offered by food carts, especially for low-income and minority
entrepreneurs. The findings indicate that food carts have significant
community benefits to neighborhood livability by fostering social
interac ons, walkability, and by providing interim uses for vacant
parcels. Addi onally, carts provide good employment opportuni es for
immigrants and low-income individuals to begin their own businesses,
although there are significant barriers to con nued stability and
success. The City’s support of the food cart industry can advance the
key public values expressed in VisionPDX and benefit all Portlanders.
UVG assembled an extensive body of informa on through literature
review, primary data collec on, and stakeholder input. Primary data
collec on efforts included: surveys of cart owners and neighboring
businesses; an intercept survey of pedestrians around the study
sites; an online public survey; site and cart inventories; and
interviews of these groups, as well as other organiza ons that play
a role in managing or suppor ng food carts as a micro-enterprise.
These data informed a comparison of the start-up costs between a
push cart, sta onary mobile cart, and small storefront business. UVG
studied four food cart cluster sites in depth, located in downtown,
Sellwood, Mississippi, and Cully neighborhoods.
To understand the economic and social implica ons of Portland’s
growing food cart industry, the project’s goal was to answer the
following ques ons:
1. Food carts have posi ve impacts on street vitality and
neighborhood life in lower density residen al neighborhoods as
well as in the high density downtown area.
•
Neighborhood Livability: What effects do food carts have on street
vitality and neighborhood life? What are the posi ve and nega ve
impacts of food carts on the community?
•
Community Economic Development: To what extent do food carts
serve as an entry-point into long-term business ownership? Do
carts provide beneficial economic opportuni es for residents of
Portland?
Findings
The following key findings are based on the results of the data
collec on, as well as consulta on with experts:
2. When a cluster of carts is located on a private site, the
heightened intensity of use can nega vely impact the
surrounding community, primarily from the lack of trash cans.
3. A cart’s exterior appearance does not affect social interac ons
or the public’s overall opinion of the carts; sea ng availability
is more important for promo ng social interac on than the
appearance of the cart’s exterior.
Executive Summary
4. The presence of food carts on a site does not appear to hinder its
development.
5. Food carts represent beneficial employment opportuni es because
they provide an improved quality of life and promote social
interac ons between owners and customers.
6. Despite the beneficial opportuni es that food carts can provide, there
are numerous challenges to owning a food cart.
7. While many food cart owners want to open a storefront business,
there is a financial leap from a food cart opera on to opening a
storefront.
8. Food cart owners do not frequently access small business
development resources available to them, such as bank loans and
other forms of assistance.
Recommenda ons
Based on the data collected, UVG’s recommenda ons promote
the benefits of the industry and mi gate nega ve impacts. The
recommenda ons were also selected based on their ability to advance
the key public values expressed in VisionPDX – including community
connectedness and dis nc veness, equity and access, and sustainability
– and provide sound guidance to poten al considera ons for the Portland
Plan.
1. Iden fy addi onal loca ons for food carts.
2. Increase awareness of informa onal resources for stakeholders in the
food cart industry by connec ng them with exis ng programs.
3. Promote innova ve urban design elements that support food carts.
Public authori es need to recognize and preserve any community
places, regardless of their use or appearance, and encourage a variety
of businesses by suppor ng small, independent businesses that in turn
are be er able to provide other characteris cs such as permeability and
personaliza on of street fronts - Vikas Mehta (2007)
Introduction
The food cart industry appears to be expanding in Portland - in
number, geographic loca on, and in the public’s consciousness. A
thriving food culture is evident in the long lunch lines on a sunny
day, numerous food-cart blogs and web sites, as well as local and
na onal media a en on1. Recently, Willame e Week hosted
an “Eat Mobile” event to celebrate food cart culture in Portland.
More than 800 hungry fans a ended the event, and food quickly
ran out.2 While the industry has thus far operated with minimal
controversy, the media has covered some conflicts between food
cart owners and storefront business owners, some of whom perceive carts to be unfair compe on.3
Project Goals
In January 2008, the Urban Vitality Group (UVG) teamed with the
City of Portland, Bureau of Planning to undertake an exploratory
study of Portland’s emerging food cart industry. UVG’s research
ques ons regarding the effects of food carts on neighborhood
livability, as well as the industry’s poten al for crea ng beneficial
entrepreneurial opportuni es, are par cularly relevant to the
values iden fied by Portlanders in the VisionPDX project – community connectedness and dis nc veness, equity and access, and
sustainability. The findings and recommenda ons of the Food
Cartology project provide insight into what role food can play in
promo ng these values as the city updates its Comprehensive Plan
and Central City Plan.
•
6
Introduction
Methodology
The Food Cartology project is a study of the state of the food cart
industry in Portland, as well as an inves ga on into how customers, non-customers, neighboring businesses, and other stakeholders perceive the industry. In partnership with the City of Portland
Bureau of Planning, UVG studied the economic and social implica ons of Portland’s growing food cart industry, to determine if
carts are a possible avenue for furthering these city objec ves.
The main goals of the project were to answer the following study
ques ons:
•
Neighborhood Livability: What effects do food carts have on
street vitality and neighborhood life? What are the posi ve
and nega ve impacts of food carts on the community?
Community Economic Development: To what extent do food
carts serve as an entry-point into long-term business ownership? Do carts provide beneficial economic opportuni es for
residents of Portland?
Based on this analysis, UVG made recommenda ons to promote
the benefits of the industry and mi gate any nega ve impacts,
par cularly suppor ng the VisionPDX values.
Site Analysis
Findings
Recommendations
Introduction
Study Ques ons
The study ques ons provided guidance for UVG to assemble
relevant informa on through literature review, primary data
collec on, and stakeholder input. This informa on enabled UVG
to develop findings that synthesized the results, highlight how
food carts can benefit the community as well as iden fy challenges they may present. Contextualizing the study ques ons in
academic literature and public policy goals elucidates how the
methodologies were designed and the ra onale that guided the
determina on of the study findings.
“Lowly, unpurposeful and random as they may appear, sidewalk contacts are the small change from which a city’s wealth of public life may
grow”
– Jane Jacobs (1961)
“Vendors have become the caterers of the city’s outdoor life”
– William H. Whyte (1980)
Neighborhood Livability. Substan al research has demonstrated
that urban design and surrounding land uses have a significant
impact on the liveliness of streets and public interac ons.4 A
recent study on microscale physical characteris cs of commercial
streets found that personaliza on of storefront design increases
pedestrian social behavior.5 Whyte (1980) referred to the “op cal leverage” of food carts as spaces where people gather while
wai ng for food, which in turn a racts more people.6 Vacant lots
and parking lots can create ‘gaps’ in the pedestrian environment,
reducing ‘eyes on the street.’ This decreases safety or percep ons
of safety, deterring people from walking in these areas. Interim
uses of such vacant land can benefit the public while the market
may not support addi onal investments.
Introduction
Methodology
Site Analysis
According to an Oregonian ar cle, a business owner near a new cluster
of food carts on Hawthorne Blvd. acknowledged that the carts have
increased his business due to the popularity of the carts.7
The City of Portland is currently involved in a long-range planning project, called the Portland Plan, in which staff will consider ways of using
sidewalk space to benefit communi es.8 The Plan will promote placemaking, especially in neighborhood business districts, which can reinforce community iden ty and character, foster community connec ons,
a ract the crea ve class, and encourage knowledge workers, poten ally
leading to regional economic growth9. The Portland Plan’s Comprehensive Plan evalua on dra report considers compact, pedestrian-friendly
corridors as crucial elements of fostering a livable community.
On the other hand, some storefront owners have expressed
concern that food carts have an
unfair advantage because of their
reduced regulatory costs and lack
of System Development Charges
(SDCs).10 UVG conducted surveys
and interviews of food cart customers and non-customers as well
as neighboring business owners and inventoried the physical
ameni es of carts, to gain a more
complete understanding of how
food carts impact street vitality
and contribute to neighborhood
environments.
Findings
Image source: Willame e Week
Recommendations
7
Introduction
Community Economic Development. Community economic
development can be defined as, “ac ons taken by an organiza on
represen ng an urban neighborhood or rural community in order to
1. Improve the economic situa on of local residents (disposable
income and assets) and local businesses (profitability and
growth); and
2. Enhance the community’s quality of life as a whole (appearance,
safety, networks, gathering places, and sense of posi ve
momentum)13
The City of Portland previously lacked informa on regarding the
food cart industry, as carts are not included in the City’s annual
business inventory because of their temporary and mobile nature.
In other ci es, several organiza ons have iden fied the food cart
industry’s poten al for suppor ng recent immigrants and lowincome minori es – the New York City-based Street Vendor Project
has a website with resources to aid vendors14 and a Roxbury,
Massachuse s organiza on began the Village Pushcarts project to
provide opportuni es to residents without job skills or capital to start
their own businesses.15 Recognizing the poten al for the food cart
sector to provide a viable means for low-income women to open
their own businesses and support their families, Hacienda CDC is in
its second year of offering a micro-enterprise food vendor program in
Portland.
Food carts may fill a niche for workforce development strategies
to offer equitable economic opportuni es, which is a major aim of
the Portland Plan. The technical working group has iden fied the
need to “ensure economic opportunity is available to a diversifying
popula on.”16 Finally, the economic report recommends fostering “a
suppor ve climate for small and micro business development.”17
8
Introduction
Methodology
Micro-enterprise is typically defined as a business with five or fewer employees
requires ini al capital of less than $35,000, and can be considered part of either
formal or informal economy. Oregon is considered a small business state with
more than 90 percent of all business enterprises employing 20 or fewer people11.
In Portland in 2002, of the 51,000 firms in the five-county area, nearly 39,000 had
fewer than 10 employees providing more than 103,000 jobs12. Food carts are one
type of micro-enterprise business that may provide entrepreneurial opportuni es
for local residents, especially providing avenues for low-income and minority
communi es to raise their quality of life.
The Food Cart Industry in Portland and Elsewhere
While the presence of food carts has been receiving more a en on
recently, it is by no means a new phenomenon. Portland provided
spaces for food carts as early as 1912, when Italian immigrant Joseph
Ga o sold produce door-to-door from a horse-drawn cart in Sellwood
and Northwest Portland. Even then, carts served as steppingstones into storefront businesses. In the 1930’s he incorporated
his cartbased business into a produce warehouse, and in 1935 the
Southeast Portland-based Ga o & Sons wholesale produce company
was born, and remains a successful business today.
This horse-vending cart was parked at Southeast Clay and 7th Ave in 1929
Photo source: Oregon Historical Society
Site Analysis
Findings
Recommendations
Introduction
Currently, ci es across the na on are
using street vending as a way to provide
diverse, affordable and quick food op ons.
Municipali es can u lize food carts to
accomplish city goals, and some have a empted
to reduce conflicts by curtailing the presence of
carts. Some recent street vendor policies include
the following:
•
•
In New York City, the Green Cart legisla on
allows new street vendors to acquire a
license only if they sell fresh produce
in low-income neighborhoods. This
policy increases access to fresh food in
neighborhoods with limited proximity to
grocery stores.18
In Toronto, a pilot project is looking into
expanding street vending beyond the
current limita on to hot dog vending. The
City hopes to reflect its cultural diversity,
build its image as a culinary des na on,
and increase access to a greater diversity of
fast food op ons by encouraging vendors
to sell pre-cooked pizza, samosas, burritos,
and hamburgers. A university design
compe on created modern uniform street
vending carts, which the city will rent to 15
vendors.19
Introduction
Methodology
•
In downtown Sea le, street vending
is currently limited to flowers, coffee,
and hot dogs. The City is reevalua ng
its prohibi on on street vendors selling
food in downtown as part of their street
ac va on program.20
Several other ci es are considering ways of
substan ally reducing the numbers of or
elimina ng food carts all together through
regula on:
•
In Los Angeles County, a regula on was
recently passed that requires mobile
eateries to move loca on every hour. The
regula on was driven by brick-and-mortar
restaurants in East L.A. who complained
that taco trucks were nega vely impac ng
their businesses. Remaining in the same
place for more than an hour is now a
criminal misdemeanor enforceable by
$1000 or six months in jail.21
•
A similar regula on was passed in
Hillsboro, Oregon in 2000 requiring taco
trucks to move every two hours.22 This
regula on severely limits the opera on
and profitability of carts.
Site Analysis
Findings
When considering how to deal with the
day-to-day management of food carts,
jurisdic ons can regulate them based
on strictly-defined rules or more flexible
standards. Areas of poten al regula on
can include the spa al loca on of food
carts, placement and space alloca on
on a site, number of licenses available,
types of goods that can be sold, and cart
design.23 While each jurisdic on handles
street vending differently, the City of
Portland’s approach has encouraged
the recent growth of carts on privatelyowned commercial land, rather than
on sidewalks. Because the Bureau
of Development Services (BDS) and
Multnomah County Health Department
(MCHD) have minimal staff to regulate
carts, issues about electricity or wastewater disposal are only addressed on a
complaint-driven basis.
Recommendations
9
Introduction
Regulatory Issues
There are a number of common regulatory misunderstandings or
concerns, which should be considered in the context of this study.
UVG inves gated the impacts of regula ons to vendors and the
public only insofar as they affect the study ques ons of neighborhood
livability and community economic development. As it is beyond the
scope of this study to comprehensively evaluate exis ng regula ons,
the impacts of the regulatory environment are discussed only when
stakeholders addressed them in surveys or interviews. The following
are a few exis ng regula ons that help contextualize the project.
Food Safety. MCHD regulates food carts in the same way that all
businesses that prepare and sell food products are regulated amd all
vendors must have a Food Handlers’ license. MCHD is responsible
for preven ng food-borne disease and injury and for inspec ng all
restaurants, including food vendors, two mes per year.
As long as sta onary mobile carts have func onal wheels, an axle for
towing, and are located in a commercial zone, they are considered
vehicles and are not required to conform to the zoning or building
code. They must have electrical or plumbing permits if sewer hookups or electricity are installed in the cart. If the wheels and/or axle are
removed, the owner must obtain a building permit and conform to
zoning code requirements and building inspec ons.
Despite the persistent misconcep on that food carts are underregulated, the Multnomah County Health Department regulates
carts in the same way that all businesses that prepare and sell food
are regulated.
Push Carts vs. Sta onary Mobile Carts. Push carts in the public rightof-way have different regula ons than sta onary mobile carts located
on private property. The Portland Department of Transporta on
(PDOT) regulates temporary structures in the right-of-way, including
push carts. While the City of Portland does not currently restrict
the number of food carts in the region, PDOT strictly specifies how
many push carts can locate on each block, the appropriate distance
between carts, and minimum setbacks from the road and surrounding
buildings. Push carts must also be approved through Design Review
at the Bureau of Development Services.
10
Introduction
Methodology
Pushcart vendors need to provide a sketch of their proposed carts to be
considered for approval by the City.
Source: Portlandonline.com
Site Analysis
Findings
Recommendations
Methodology
A variety of data collec on techniques were developed to answer
the study ques ons for the project. The City of Portland previously
had li le informa on regarding the food cart industry, as carts are
not included in the City’s annual business survey. The following
defini ons and methodologies were used to gain an industry-wide
‘snapshot’ of food carts in the City of Portland, and to conduct an
in-depth comparison of a sample of four cart clusters.
Depending on the type of cart, different regula ons apply, as
outlined in the regulatory context sec on. This study surveyed push
carts and sta onary mobile carts, which have regular loca ons.
Fixed carts without wheels and mobile carts that travel from site to
site were excluded form this study, as they are subject to addi onal
regula ons and therefore have more barriers to market entry.
Literature Review
Defini on of Food Carts for the Study
Based on informa on from the organiza ons that regulate the food
cart industry within the Portland metropolitan area, UVG defines
food carts for the purpose of the Food Cartology project as follows:
A review of exis ng literature helped indicate how food carts
may contribute to crea ng neighborhood livability, to inves gate
available micro-enterprise opportuni es, and to outline the
possible ways a city can regulate the food cart industry. The
literature review also guided the development of measurable
indicators to create the survey instruments and interview
ques onnaires. In this way, the survey and interview ques ons
were linked to concrete studies and theories, ensuring their
capacity to address the study ques ons. This research also
informed and framed the recommenda ons.
Technical Advisory Commi ee (TAC)
Push Carts are small carts that are
mobile and occupy a temporary
loca on in the public right-of-way
while they are opera onal
Introduction
Sta onary Mobile Carts have
func onal wheels and an axle, but
occupy one, semi-permanent loca on.
Methodology
Site Analysis
The Technical Advisory Commi ee (TAC) was comprised of
professionals in the areas of economic development, urban design,
livability, development regula on, micro-enterprise assistance, and
others, in addi on to food cart owners. The commi ee convened
twice through the process; first to discuss the research ques ons
and methodology, and second to review the findings and deliberate
on the recommenda ons.
Findings
Recommendations
11
Methodology
Industry Overview
Regulatory Session
UVG organized and facilitated a mee ng with
the City of Portland and Multnomah County
Health Division employees who license,
inspect, and regulate food carts. The mee ng
was an opportunity to gain insight into the
issues and concerns of those who work with
regula ng food carts. A complete list of the
a endees can be found in Appendix A.
All survey instruments can be found in
Appendix B following.
Mapping. UVG obtained a database of the
Food Handlers’ license inventory from MCHD
for licensed “mobile units.” The following
carts were removed from the data set prior to
mapping: inac ve mobile units; mobile units
noted as “not in opera on during inspec on;”
and drive-thru coffee carts (determined using
GoogleMaps viewer and on-site inspec ons).
A number of the cart loca ons could not
be geocoded due to incomplete address
informa on. Of the 470 mobile units originally
included in the database, 170 push carts
and sta onary mobile units remained. These
carts were then mapped using Geographical
Informa on System (GIS).
Vendor Survey. Vendors were asked about
their mo va ons for opening a food cart
business, difficul es they had experienced,
and what assistance they may have received.
The surveys were translated into Spanish,
and UVG team members filled out surveys for
vendors who required assistance with English.
With a popula on of 170 carts, team
members a empted to survey 97 carts
altogether. Of these, 38 were not open, not at
their specified loca on, or were determined
12
Introduction
Methodology
Site Analysis
to not fit the defini on of food carts outlined
above. Another five vendors declined
par cipa on. In total, 54 surveys were
completed.
Site and Cart Inventories. UVG inventoried
the physical characteris cs of the four study
sites, including publicly-provided ameni es.
Carts were surveyed for physical condi on
such as the exterior of the cart, awnings,
signage, and privately-provided ameni es,
such as trees, benches, and trash cans.
Both study sites and addi onal carts were
inventoried.
Online Survey. An online survey gathered
percep ons of food carts from the general
popula on. It was hosted on the website
www.foodcartsportland.com and was linked
from www.portlandfoodandrink.com. Many
of the ques ons were similar to the public
intercept survey, but focused more generally
on the cart industry. 474 people responded
to this survey, 450 of whom responded
that they eat at food carts, and 24 of whom
do not consider themselves food cart
consumers. Because this sample contains
strong food-cart biases and is restricted
to online responses, these results were
not combined with those from the public
intercept survey.
Findings
Recommendations
Methodology
Site Analyses
A er consul ng with the Bureau of Planning and the TAC, UVG selected
four study sites that represent the diversity of the neighborhoods where
food carts are currently located, as well as differing typologies of cart
clusters.
Table 1: Characteris cs of Selected Cart Sites
Site
Typology
Downtown
Dense cluster in central business district
5th & Oak
Mississippi
Corridor along neighborhood commercial
street
Sellwood
Smaller cluster on one site
Cully
Sca ered carts within walking distance
# of Carts
20
4
3
3
At each of the study sites, UVG conducted vendor surveys,
neighborhood business surveys, public intercept surveys, and site and
cart inventories, as well as conduc ng interviews with individuals from
each of these groups. GIS was used to map area demographics and
surrounding land uses. The following methods were addi onally
used to gather data at each study site:
Public Intercept Surveys. Approximately 30 pedestrians near
each of the four study sites were surveyed to assess percep ons
about the impacts the carts have in the neighborhood. In order
to survey both customers and non-customers, half of these
surveys were gathered near the cart loca on, while the other
half were administered off-site, usually near an alterna ve ea ng
establishment. Addi onally, random intercept surveys were
conducted at Lloyd Center and Pioneer square. When the results
refer to the public “overall,” the sta s cs are referring to all sites as
well as these two addi onal loca ons.
Neighborhood Business Survey. UVG a empted to survey the
manager or owner of every storefront retail business located on
blocks adjacent to the food cart study site. This survey gauged
a tudes toward and percep ons of the food carts’ effects on
businesses in the neighborhood.
Table 2: Survey Response Rates
Downtown
Mississippi
Sellwood
Cully
Overall
Delivered Completed Delivered Completed Delivered Completed Delivered Completed Delivered Completed
Vendors
19
14
2
3
3
3
5
Neighborhood Business
27
21
17
9
23
14
21
Public Intercept
44
32
27
Note: The overall public intercept surveys include the 89 surveys collected at Pioneer Square and Lloyd Center
Introduction
Methodology
Site Analysis
Findings
4
16
23
126
85
-
78
63
215
Recommendations
13
Methodology
Interviews
Interviews were designed to supplement the surveys by providing
insight into the perspec ves, opinions, and interests of stakeholders,
especially those who do not fit into easily-defined survey popula ons.
Allowing individuals to speak in a personal and in-depth manner also
revealed different insights and provided a more personal perspec ve.
Interviews were conducted in person or by phone, and notes were
input into a spreadsheet and analyzed to iden fy recurring themes.
The informa on derived from the interviews helped shape the findings
and recommenda ons, par cularly when survey informa on was
unavailable or insufficient. A complete list of interviewees can be found
in Appendix C.
Using data and informa on provided by Mercy Corps Northwest,
the Bureau of Planning, Portland Development Commission,
as well as results from interviews and vendor surveys, UVG
developed a list of tradi onal line items that new business startups can an cipate as typical baseline costs, depending on if the
business is based in a push cart, a sta onary mobile cart, or a
storefront restaurant. This informa on informs the community
economic development findings and indicates the financial
differences between opera ng a food cart and small scale
storefront start-ups.
Study Limita ons
Despite UVG’s best efforts, this study contains some limita ons,
especially in the data collec on process. The majority of food cart
vendors were willing to complete surveys; however, there were
specific ques ons regarding gross profits, employee data, and
other informa on that vendors either may have misinterpreted
or were unwilling to share. The interviews gathered some of
this informa on by building more trust, but the sample size was
quite small. Addi onally, the public intercept surveys were likely
biased, as most of the people willing to complete the survey were
interested in food carts. Finally, the sample sizes are small and
provide a snap-shot analysis of food carts and public percep ons,
rather than being sta s cally significant.
14
Introduction
Methodology
Site Analysis
Findings
Recommendations
Site Analysis
Loca on of push carts
and sta onary mobile
carts in Portland.
Data source:
Multnomah County
Health Department
170 Food carts
24 Na onali es
64% Of customers
want recyclable to-go
containers
$1- Typical recent
increase in a lunch
special due to the
increased cost of
grain
Introduction
Methodology
Site Analysis
Findings
Recommendations
15
Site Analysis-Downtown
Neighborhood Context:
The first of Portland’s food cart clusters, these carts
are an epicenter of pedestrian ac vity in the area. The
food carts in downtown Portland are quite popular,
and it is common to see lines of ten or more people
at a cart wai ng for lunch. The downtown area
has a significant residen al popula on and a high
employment density, especially near the study site
cluster at 5th and Oak. The area is also undergoing
significant changes. A new park is under construc on,
mul ple buildings are currently being renovated or
built, and a $200 million transit mall improvement
project is underway.
Food carts on site since: Approximately 2000
Current Number of Carts on site: 20
Owner: City Center Parking, The Goodman Family
Site Future: There are no current plans to develop the
site, although it is along the future transit mall and
pedestrian safety concerns may be addressed.
Lease Terms: $550/month includes electricity, fresh
water, security, and pest control. Carts are responsible
for waste water removal and trash disposal
Downtown (5th and Oak)
Popula on
People in Poverty
People of Color
Employees in Market Area26
16
Introduction
10,070
31%
26%
31,071
Crimes per 1000 people24
Percent popula on within ½ mile of
grocery store25
282
76%
Upper Income Households ($125k+)
4%
Methodology
Site Analysis
Site Improvements: ATM on site. The renova on
of the transit mall includes plans to install several
decora ve glass and metal panels along the outside
border of the sidewalk at this site.
Findings
Recommendations
Site Analysis-Downtown
Key Findings:
•
Limited shelter and sea ng: customers responded most frequently that food carts in the
downtown site could be improved by providing shelter (42%). The only sheltered ea ng
area at the downtown site is at the New Taste of India cart. The cluster had the fewest
average seats per cart with only .5 per cart compared to an average of 5 seats per cart
overall.
•
Customers want the carts to stay open late: the other most-o en cited improvement was
for the carts to operate evening hours (42%).
•
Downtown is the least social site of those surveyed: only 39% of customers surveyed at
the downtown site indicated that they agree or strongly agree with the statement: I have
conversa ons with other customers at food carts, compared to 51% overall.
•
Downtown carts increase foot traffic: 58% of businesses strongly agreed or agreed with
the statement: The presence of food carts has increased foot traffic on the street.
•
Carts are more profitable downtown than ones located outside the CBD: 92% of
downtown vendors strongly agree or agree that the cart has been a good way to support
themselves and their families, and 60% report being able to save money for a rainy day.
•
Downtown carts are more stable: on average, carts downtown have been in opera on
since 2003, compared to 2006 for the overall popula on. Downtown carts may be less
likely to move into a storefront: only 42% plan to move into a storefront in the future,
compared with 51% in the overall popula on, and much higher percentages at the other
study sites.
Ana Maria
Loco Locos Burritos
Locos Locos Burritos began opera ng at the
parking lot on SW 5th Avenue seven years ago.
A er working in the service industry for several
years, Ana Maria and her boyfriend decided to
open a food cart. The food cart would combine
two of their exis ng talents since her boyfriend
likes to cook and Ana Maria is “very good with
people.” They saved money to purchase a cart
without loans or other financial assistance and
renovated the kitchen for full- me use.
A er five years of hard work and saving they were
able to expand and open a second Loco Locos
Burritos loca on at SW 9th and Alder Street,
also located downtown. The second loca on has
also been very successful. When asked how they
measure the success of their business, Ana Maria
responded that independence and the ability to
spend me with her family are important to her.
They are currently in the process of expanding
their business into a storefront near Portland State
University campus, while con nuing to operate
their two exis ng carts. Ana Maria was the only
food cart owner that was iden fied through the
research with immediate plans to expand into a
storefront.
Introduction
Methodology
“Food carts are a Petri dish for the organic growth of restaurants.”
-Mark Goodman, property owner of food cart site
Site Analysis
Findings
Recommendations
17
Site Analysis-Mississippi
Mississippi Street is a harbor for hip restaurants,
bou ques and most recently condos and
apartments under rapid-fire construc on.
Long the home of Portland’s African-American
community, Boise is now experiencing significant
demographic shi s. The previously low-income
neighborhood is now seeing home values rise
and incumbent residents are faced with steeper
rents, the specter of displacement and commercial
changes catering to higher income levels.
Food carts first located on site: 2004, 2007
Current Number of Carts on site: 3 (on separate
lots)
Owner: Mul ple property owners associated with
food cart loca ons.
Site Future: Two of the sites are slated for
redevelopment in the near future. One cart is
considering moving into the storefront, while the
other is looking for a new site.
Lease Terms: Annual lease, $300/month, access to
fresh water, electricity, and waste water disposal.
Boise Neighborhood
Popula on
People in Poverty
People of Color
Employees in Market Area
18
3,090
30%
67%
1,855
Introduction
Crimes per 1000 people
grocery store
119
0%
1%
Methodology
Site Analysis
Site Improvements: varies
Findings
Recommendations
Site Analysis-Mississippi
Key findings:
Judith Stokes
Tita’s Pista
Judy entered the food cart business partly
because of her mother. “She is from the
Philippines and I learned how to cook
from her. I want to share the food from my
mother’s home country with the community.”
It was hard for Judy to find a loca on for her
cart. Mississippi is a rapidly developing area,
and many property owners are expec ng
to develop their proper es. “A lot of people
turned me down. Mississippi is developing so
fast and many property owners are selling
their property. When I asked them to lease
me their land for a few hundred dollars a
month, they were laughing at me.” Even the
current loca on is not stable: the landlord is
going to develop the site and Judy will have
to move to another loca on, which will cost
her more than $2,000.
Introduction
Methodology
•
The top concern of Mississippi customers was for the carts to stay open in the evening:
54% of customers would like the carts to stay open later.
•
Mississippi carts are the most appealing: 80% of those surveyed found the cart exteriors
appealing compared to 52% overall.
•
Surrounding businesses support the food carts: 81% of surrounding businesses surveyed
in Mississippi indicate that they have a very posi ve or posi ve percep on of the food
carts compared to 66% overall.
•
Cart operators have a strong rela onship with their customers: 82% of customers stated
that they strongly agree or agree with the statement, I have conversa ons with the
operator other than ordering food, compared to 66% overall.
•
Customers at the Mississippi carts eat there infrequently: 59% of customers indicated
that they eat at food carts less than once a week compared to 38% overall.
•
The Mississippi site is very social: 71% of customers in Mississippi, indicate that they
agree or strongly agree with the statement: I have conversa ons with other customers
at food carts, compared to 55% overall. Sixty-three percent of customers in Mississippi
indicate that they agree or strongly agree with the statement: I have met new people
while patronizing food carts, compared to 40% overall.
•
The Mississippi site had the most sea ng with an average of 11 per cart compared to an
overall average of 5 per cart.
•
Mississippi carts are a good place to people-watch: 46% of customers at the Mississippi
site did indicate that they go to food carts to people watch compared to only 14% overall.
•
There is a different demographic mix than downtown: there are no taquerias along the
Mississippi corridor, and all of the vendors were born in the U.S.
•
Cart owners have good rela onships with their landlords: all three cart vendors strongly
agreed that they have friendly rela onships with their landlords.
Site Analysis
Findings
Recommendations
19
Site Analysis-Sellwood
Neighborhood Context
The Sellwood neighborhood is a des na on for
an que collectors with dozens of an que shops in
Victorian homes and renovated storefronts that
line SE 13th Ave. Considered by many to be one
of Portland’s most family-friendly neighborhoods,
Sellwood-Moreland has the lowest crime rate and
lowest poverty rate of the four study sites.
Food carts first located on site: 2007
Current Number of Carts on site: 4
Owner: Mark Gearhart (Also owns adjacent
an que store)
Site Future: In the immediate future the site will
remain a food cart court, but it is for sale for the
right price. Farmers’ market vendors can also rent
space
Lease Terms: Annual lease, $449/month plus $50
for electricity and a $500 one me hook-up fee.
Site Improvements: Gravel and bark surface
provided, electrical hookups, waste water disposal,
storage sheds for rent, picnic tables, trash
dumpsters for food carts.
Sellwood-Moreland Neighborhood Demographics
Popula on
People in Poverty
People of Color
20
Introduction
10,590
9%
11%
2,983
grocery store
55
74%
5%
Methodology
Site Analysis
Findings
Recommendations
Site Analysis-Sellwood
Key findings:
•
Recycling is important to Sellwood customers: according to the customers surveyed,
the most important improvement that food carts could make was to use recyclable
containers (42% of customers said that this was important).
•
Customers have strong rela onship with the food cart vendors: 89% of customers
surveyed in Sellwood stated that they strongly agree or agree with the statement:
I have conversa ons with the operator other than ordering food, compared to 66%
overall.
•
Customers eat infrequently at food carts: in Sellwood, 89% of customers eat at food
carts less than once a week compared to 38% overall.
•
The Sellwood site is visually appealing: according the public surveys, the Sellwood
site was the second most appealing of all the sites studied.
•
Outdoor sea ng is important to Sellwood customers: 43% of customers report
ea ng at the Sellwood carts because of the availability of outdoor sea ng.
•
Vendors at the Sellwood site consider the cart a stepping-stone: two of the three
carts surveyed report planning to move into a storefront, while the last cart is
operated by a re ree who has been traveling with his cart for years.
Mark Gearhart
Property Owner
Sellwood Site
Mark Gearhart, owner of the Sellwood An que
Mall for 19 years, decided to do something with
the adjacent empty gravel lot. Unable to turn it
into a parking lot due to the cost of complying
with storm water regula ons, he decided to
create Sellwood’s very own food cart court. He
laid down gravel and bark and installed electrical,
fresh water, and wastewater hook ups. He offers
the carts one-year leases and has built storage
facili es so the carts can store their food on-site.
He provides picnic tables, trash, and recycling
facili es. He spent over $7,000 improving the site.
While Mark admits his lot will not remain a food
cart site forever, in the interim he will increase
his cash flow and earn back the investment he
made to the property. Mark has created a model
for crea ng an inten onal, well-maintained lot,
and he strongly feels that food carts should not
be more heavily regulated. He also owns a lot at
SE 33rd and Hawthorne, where he would like to
create another food cart plaza.
Introduction
Methodology
“Food Carts add an element of controlled chaos and break the monotony of the built
environment.”
-Mark Gearhart, property owner
Site Analysis
Findings
Recommendations
21
Site Analysis-Cully
Cully is one of the most diverse neighborhoods in
Portland, with people of color comprising nearly half
of Cully’s popula on. The presence of La no culture
is evident by the several “mercados” and food
carts that dot the area. The lack of sidewalks along
Cully Boulevard poses a significant challenge to the
area’s walkability. There is a dangerous five-street
intersec on that is a significant barrier and is difficult
to cross. Local independent businesses, including
food carts, are an important part of the mix of land
uses that offers Cully residents places to gather and
meet their food needs locally.
Food carts first located on site: Approximately 2002
Current Number of Carts on site: 3 (on separate lots)
Owner: Gerald Kieffer
Site Future: Mr. Kieffer’s plan is to establish four
“trolley car carts” on the site and establish a food
cart court. Addi onally, a Cully Green Street Plan is
currently in its ini al phase and will likely result in
improved pedestrian safety.
Lease Terms: Month-to-Month. $550/month, water
is included. Vendors pay separately for electricity,
and take care of their own waste water removal and
trash disposal.
Cully Neighborhood
Popula on
People in Poverty
La no Popula on
22
Introduction
13,000
18%
20%
4,401
grocery store27
67
24%
2%
Methodology
Site Analysis
Site Improvements: Currently a paved parking lot
with limited site improvements. Taqueria Uruapan
provides a small sheltered and heated dining space.
Findings
Recommendations
Site Analysis-Cully
Key findings:
Bartolo and Araceli
Taquería Uruapan
Taquería Uruapan is truly a family-run business. Bartolo
and his wife Araceli run their food cart with dedica on.
Opera ng their cart more than 12 hours a day, the
couple has turned it into a ny dining area protected
from the elements that creates a friendly atmosphere
for sharing food and conversa on. The couple moved
to Oregon from California a er taco carts were banned
in their city. They originally migrated from Mexico and
took over the food cart opera on from Araceli’s brother
who had started it five years earlier. They have been
held-up three mes in the past eight months, and the
crime in the area creates an on-going issue.
The family struggles to make ends meet, making just
enough money to pay their bills. During winter months
when business is slow, they rely on the small savings
they had before moving to Oregon to survive. Their
future as cart vendors is also uncertain: the current site
is temporary, and the property owner has no long-term
inten ons of allowing food carts. They con nue to rent
the cart from Araceli’s brother, but hope to save enough
money to someday buy their own cart and have a selfsufficient business.
Introduction
Methodology
•
The Cully site was the least visually appealing of all sites: only 30% of those
surveyed found the exterior of the carts appealing compared to 52% overall.
•
Food cart customers do not walk to the Cully site: only 25% of food cart customers
indicated that they walk to the carts in Cully.
•
The Cully site is very social: 63% of respondents in Cully agree or strongly agree with
the statement: I have conversa ons with other customers at food carts compared to
51% overall. Another 63% of respondents agree or strongly agree with the statement:
I have become be er acquainted with people while patronizing food carts compared
to 42% overall. Eighty-one percent of customers surveyed either strongly agreed or
agreed with the statement: I have a good rela onship with one or more food cart
operator compared to 51% overall.
•
The rela onship with the Cully carts and surrounding businesses seems strained:
only 43% of businesses surveyed have a very posi ve or posi ve percep on of
food carts compared to 66% overall. Three-quarters of business owners stated that
their employees never eat at food carts. None of the businesses agreed or strongly
agreed with the statement: I have a good rela onship with the food cart operators,
compared to 55% of businesses at all the sites.
Food carts bring value to surrounding proper es. They provide a service and
employment. As long as it is done right and run nice.
-Gerald Kieffer, property owner
Site Analysis
Findings
Recommendations
23
Findings
“Food Carts bring more people to an area and create a neutral
space where people can gather on the street and socialize.”
–Paul Basset, Avalon Vintage
Based on the results of the surveys, inventories, and interviews, both for the four study sites and the overall popula on, UVG
assembled the following key findings that answer the study ques ons. Following the summary of the findings is a discussion of the
data results that provide support for these statements.
1. Food carts have posi ve impacts on street vitality and neighborhood life in lower density residen al neighborhoods as well as
in the high density downtown area.
2. When a cluster of carts is located on a private site, the heightened intensity of use can nega vely impact the surrounding
community, primarily from the lack of trash cans.
3. A cart’s exterior appearance does not affect social interac ons or the public’s overall opinion of the carts; sea ng availability is
more important for promo ng social interac on than the appearance of the cart’s exterior.
4. The presence of food carts on a site does not appear to hinder its development.
5. Food carts represent beneficial employment opportuni es because they provide an improved quality of life and promote social
interac ons between owners and customers.
6. Despite the beneficial opportuni es that food carts can provide, there are numerous challenges to owning a food cart.
7. While many food cart owners want to open storefront businesses, there is a considerable financial leap from a food cart
opera on to opening a storefront.
8. Food cart owners do not frequently access small business development resources available to them, such as bank loans and
other forms of assistance.
24
Introduction
Methodology
Site Analysis
Findings
Recommendations
Findings
The study ques ons rela ng to street vitality and neighborhood livability were:
What effects do food carts have on street vitality and neighborhood life?
What are the posi ve and nega ve impacts of food carts on the community?
1. Food carts have posi ve impacts on street vitality and neighborhood life in lower density residen al neighborhoods as well as in the high density downtown area.
They provide affordable and convenient food op ons, create opportunity for social interac on, improve public
safety by increasing ‘eyes on the street,’ and help to facilitate a pedestrian-friendly urban environment.
Pedestrian Access
•
Most customers walk to food cart sites: 65% of customers indicated that they walk to food carts. 62% of all
sites have a crosswalk to the site.
•
Sites tend to have good pedestrian access: 76% of sites are located on streets where the speed limit is less
than 30 MPH. Only 9% of respondents in the public survey indicated that pedestrian sidewalk clearance is a
concern.
•
Cart customers may impede sidewalks: two Portland urban designers interviewed cau oned about the
importance that customer lines not block pedestrian flow or obscure storefront businesses.
Percep ons of Safety
•
Introduction
There are mixed opinions about whether the presence of food carts makes the site safer: 59% of
respondents to the public survey either strongly agreed or agreed with the statement: The presence of food
carts makes the street feel safer – compared to only 28% of businesses. However, the majority of the five
business owners who were interviewed indicated that the presence of food carts makes the area safer.
Methodology
Site Analysis
Findings
Recommendations
25
Findings
Venues for Informal Social Interac on
Public Percep ons of Carts
•
Customers have informal conversa ons at carts: half of
customers surveyed agreed or strongly agreed with the
statement: I have conversa ons with other customers at food
carts.
•
Overall percep ons of carts are posi ve: 94% of food cart customers
surveyed indicated that they have a very posi ve or posi ve percep on
of food carts. 44% of non-customers surveyed also indicated that they
have a very posi ve or posi ve percep on of food carts.
•
Customers and vendors tend to have good rela onships:
66% of customers surveyed strongly agreed or agreed with
the statement: I have conversa ons with the operator other
than ordering food. Half of customers surveyed either strongly
agreed or agreed with the statement: I have a good rela onship
with one or more food cart operators.
•
Both customers and non-customers say that food carts are a be er use
of a vacant lot than parking: 81% of food cart customers and 42% of
non-customers either strongly agree or agree with the statement: Food
carts are a be er use of a site than a parking lot.
Public Perception of Food Carts
94%
100%
81%
75%
44%
50%
42%
25%
0%
C us tom er
N onc us tom er
V ery P os itive or P os itive: O verall perc eption of
food c arts
C us tom er
N onc us tom er
S trongly A gree or A gree: F ood c arts are a
better us e of a s ite than a park ing lot.
The smell of the food is out in the street; the place can be surrounded with covered seats, si ng
walls, places to lean and sip coffee, part of the larger scene, not sealed away in plate glass structure,
surrounded by cars. The more they smell the be er.
- A Pa ern Language
26
Introduction
Methodology
Site Analysis
Findings
Recommendations
Findings
Neighboring Business Percep ons of Carts
•
•
•
•
•
Managers or owners of surrounding businesses have a posi ve overall
percep on of food carts: Overall, 66% of surrounding businesses surveyed
reported a posi ve or very posi ve percep on of food carts.
While owners and managers of restaurants are less likely than
other businesses to have a posi ve impression of food carts in their
neighborhood, the majority of them are posi ve: 69% of restaurants
and 94% of other businesses ranked their overall impression of food carts
posi ve or very posi ve.
Business would prefer parking over food carts: only 35% of businesses
surveyed either strongly agree or agree with the statement: Food carts are
a be er use of a site than a parking lot.
Restaurants are less likely than other kinds of businesses to want more
food carts in their neighborhoods: 25% compared to 55% agreed or
strongly agreed with the statement, I would like to see more food carts in
my neighborhood. In fact, only 35% of businesses surveyed either agree
or strongly agree with the statement: Food carts are a be er use of a site
than a parking lot.
Most neighboring businesses did not perceive an impact of the food carts
on their businesses: of the businesses surveyed, only 8% either strongly
agreed or agreed with the statement: my sales have increased because of
the presence of food carts. Only 40% of businesses surveyed either strongly
agreed or agreed with the statement: the presence of food carts has
increased foot traffic on the streets. However, at the downtown site 58%
of business agreed or strongly agreed with that statement.
Introduction
Methodology
Site Analysis
Surrounding Business Perception of
Food Carts
100%
75%
66%
50%
35%
25%
0%
V ery P os itive or P os itive:
O verall perc eption of food
c arts
S trongly A gree or A gree:
F ood c arts are a better us e
of a s ite than a park ing lot.
“Overall, I support food carts, if the product is good,
they encourage foot traffic.” –Neighboring Business
Owner
“Food Carts bring more people to an area and create
a neutral space where people can gather on the street
and socialize.”
– Neighboring Business Owner
“Our business does not compete with food carts. We
are a fine dining restaurant. We share customers but
they are looking for a different experience at different
mes.”
- Neighboring Restaurant Owner
Findings
Recommendations
27
Findings
2. When a cluster of carts is located on a private site, the heightened intensity of
use can nega vely impact the surrounding community, primarily from the lack of
trash cans.
•
Opinions about aesthe cs vary between the sites:
the most public intercept respondents found carts at
the Mississippi site appealing, followed by Sellwood,
Downtown and were least likely to find carts in Cully
appealing.
•
The carts are generally in good repair: the cart
inventory found that only 11% of food cart were visibly
in disrepair.
•
There is a no ceable smell from food carts, but most
people find the smell pleasant: 65% of respondents in
the public survey stated that there is a no ceable smell
from food carts and 86% say the smell is pleasant.
•
Food cart sites are not noisy: 90% of respondents in the
public survey and 74% in the business survey indicated
that there was no no ceable noise from food carts.
Ameni es
•
Sites frequently lack publicly-provided ameni es: 86% of cart sites had no
publicly provided benches, and 38% of cart sites had no street trees.
•
Food cart owners o en provide street ameni es including sea ng, trash
cans, and occasionally landscaping: 73% of cart sites had at lease some sunprotected sea ng area, provided by trees, awnings, or umbrellas. On average, a
food cart provides 5 seats. In downtown, the average was 0.5 seats per cart.
•
The majority of cart sites do not have trash cans: 66% of cart sites had no
publicly provided trash cans nearby, and 45% of food carts do not individually
provide trash cans for their customers. According to the interviews, there is no
incen ve to put out a trash can if the neighboring cart is not required to do so.
3. The exterior appearance of a cart does not affect social interac ons or the
public’s overall opinion of the carts; sea ng availability is more important for
promo ng social interac on than the appearance of the cart’s exterior.
Percent of Public Survey Respondants Who Find the
Exterior of Food Carts Appealing by Site
100%
79%
75%
Cart Aesthe c Appearance
50%
•
Overall, people view food carts as aesthe cally pleasing: over half of
respondents to the public survey indicated that the cart exterior was visually
appealing.
28
Introduction
Methodology
Site Analysis
65%
52%
30%
33%
C ully
D ow ntow n
25%
0%
O verall
Findings
Mis s is s ippi
S ellw ood
Recommendations
Findings
Online survey Results
Varia ons in Social Interac ons
•
There is not a strong rela onship between public percep ons of cart
appearance and repor ng on social interac ons: for example, while
only 30% of public respondents at the Cully site found the exterior of
the carts appealing, 63% strongly agreed or agreed with the statement: I
have conversa ons with other customers at the food carts.
•
Carts with sea ng availability are more likely to foster social
interac on: at the downtown site, which has an average of less then
one seat per cart, only 40% of customers strongly agreed or agreed with
the statement: I have conversa ons with other customers at the food
carts. At the Mississippi site, which averaged 13 seats per cart, 71%
strongly agreed or agreed with the statement.
4. The presence of food carts on a site does not appear to hinder its
development.
Although many factors influence how and when a property is developed, property
owners interviewed did not feel that the presence of food carts would prevent
them from developing the site. Interim uses for parking lots, such as food carts,
can be an addi onal source of income for property owners, facilitate opportuni es
for social interac on, and increase street ac vity.
Influences on Permanent Site Development
•
Property owners intend to develop food cart sites when the market
is ready: all four property owners indicated that they would develop
the property when the market condi ons were right. Two sites at
Mississippi have immediate plans for redevelopment.
•
Food carts do not tend to locate in areas with many vacant storefronts:
three of the study sites had one or fewer vacant storefronts.
Introduction
Methodology
Site Analysis
To gain a broader perspec ve of public percep ons of food carts, UVG
posted an online public survey, which received 474 completed surveys.
Ninety-five percent of respondents were food cart customers, compared
to 69% of the public surveyed on the streets. In addi on, the popula on
of people who respond to online surveys tend to be self-selected and
a different demographic – UVG’s online survey respondents had higher
incomes than those randomly intercepted on the street: 40% had a
household income of $75,000 and above, compared to 14% of public
intercept respondents. Due to these differences, the results of this survey
have been considered separately from the public intercept surveys, and are
not part of the “overall” sta s cs given. The differences between surveys
may indicate the extent to which people who eat at carts regularly care
about the food carts in Portland.
Highlights of the Online Survey:
• 42% of customers eat at food carts 1-2 mes per week and 40% eat at
carts 3-4 mes per week.
• 78% of respondents cited affordability as a reason they patronize food
carts.
• 17% of customers said they would eat at food carts if the cart
transi oned to a storefront business and the prices were higher.
• Of those who don’t eat at food carts the top concerns were:
- Concerns with unsafe food handling (63%)
- Lack of shelter from weather (47%)
- Unappealing condi on of cart (46%)
- Nowhere to sit (33%)
• The top four ways that food cart customers thought food carts could
improve:
- Provide recyclable containers (64%)
- Install addi onal shelter (51%)
- Open evening hours (46%)
- Provide sea ng (35%)
• 82% of customers get their food to go.
Findings
Recommendations
29
Findings
The study ques ons that address community economic development poten al were:
To what extent do food carts serve as a an entry-point into long-term business ownership?
Do carts provide beneficial economic opportuni es for residents of Portland?
5. Food carts represent beneficial employment opportuni es because they provide an improved quality of life and
promote social interac ons between owners and customers.
Food cart owners indicated that independence, flexibility of schedule, and opportunity for family involvement are
important to their quality of life. Food carts provide their owners and operators an opportunity to interact with customers
in more candid way than storefront restaurants.
Characteris cs of Vendors
• Owners of food carts are o en minori es and immigrants: over half of the food cart vendors surveyed outside the
CBD are Hispanic, whereas there is a greater mix of ethnici es (Hispanic, Caucasian, and Asian) within the CBD. In
addi on, more than half (51%) of the vendors surveyed were born outside of the US.
Financial Success
• Food cart vendors can mostly support themselves and their families: 63% of vendors agreed or strongly agreed with
the statement: The food cart has been a good way for me to support myself and my family.
30
•
Approximately half of vendors own a home: 49% of the vendors report owning their own home.
•
Several cart owners have other jobs: 19% of respondents reported having an addi onal year-round job and another
13% have seasonal jobs in addi on to the cart.
•
Push carts and food carts offer a range of start-up costs that require incrementally smaller investments than a
small business: the start-up costs for a small business with one employee is approximately 50% more than those of a
high-end food cart (see Table 3).
Introduction
Methodology
Site Analysis
Findings
Recommendations
Findings
Measures of Success
•
Many vendors enter the food cart business (rather than another industry) because of a desire for independence, flexibility, and as a steppingstone for opening their own restaurants: across the city, vendors most frequently cite a desire for independence as important for entering
the cart industry (68%). A er independence, a desire to have one’s own restaurant, wan ng to be a cook, and a desire for flexibility were all
frequently cited goals (46%, 23% and 20% overall, respec vely).
•
The majority of cart owners value ge ng by independently over profits: 47% of vendors answered “able to get by independently” when
asked how they would measure if their business is successful, whereas only 26% answered “profits.” Forty-seven percent also answered “many
customers.” Other measures of success included using local produce for a majority of food, being happy on a deep and interpersonal level, and
making people happy.
•
Food cart vendors o en value their rela onships with customers and ability to interact more directly than if they were in a storefront:
according to the interviews, vendors reported enjoying interac ng with customers and communi es in a way they may not be able to as cooks
in a restaurant.
•
Food carts are o en a family business: several interviewees felt that family nature of the business was a benefit to them.
Introduction
Methodology
Site Analysis
Findings
Recommendations
31
Findings
6. Despite the beneficial opportuni es that food carts can provide, there are
numerous challenges to owning a food cart.
Loca onal Differences in Profitability
•
Food carts within the CBD are more profitable than
those outside of the CBD: vendors opera ng within
the CBD were more likely than those opera ng outside
to agree or strongly agree that the food cart has been
a good way for them to support themselves and their
families (77% compared to 43%). Of the vendors
opera ng within the CBD, 48% reported being able to
save money, whereas of those outside the CBD, only
26% agreed or strongly agreed.
•
Finding a site is a challenge: 52 % of cart owners
responded that finding a site for their cart was a
challenge to begin their businesses.
Some of the most frequently-cited challenges include: finding a stable business
loca on, saving money, and realizing long-term business goals.
I am able to put
some money aside
for a rainy day
The food cart has been a good
way for me to support myself
and my family
Strongly disagree or disagree
Strongly agree or agree
Ability to Save Money
•
Few cart owners are able to save money for a rainy day: Only 40% agreed or
strongly agreed with the statement: I am able to put some money aside for a
rainy day, whereas 31% disagreed or strongly disagreed with the statement
Photo: foodcartsportland.com
32
Introduction
Methodology
Site Analysis
Findings
Recommendations
Findings
7. While many food cart owners want to open storefront businesses, there
is a financial leap from a food cart opera on to opening a storefront.
Addi onally, since the size and scale of food cart opera ons are limited by
the physical structure, it is difficult to find a storefront of the appropriate
size at the necessary me to incrementally grow a cart-based business.
Current codes encourage retail spaces designed to a ract specific types of
businesses, par cularly by conforming to size requirements for chain retail
establishments.
Difficulty of Moving into a Storefront
•
The largest perceived barrier to expansion or reloca on was
financial: 50% of people thought they might be prevented from
expanding or reloca ng because of lack of money, whereas only
17% thought city regula ons would be a barrier. Several people
also wrote-in concerns about finding the right employees for a
larger space.
•
There are only a few examples of businesses that began
as carts moving into storefronts successfully: while several
owners reported planning to move to a storefront, only a few
cart owners are currently in the process of moving, and fewer
have moved successfully.
•
Because the total costs for opera ng a food cart (or push cart)
are substan ally less than those of a storefront restaurant,
it is quite difficult to make the transi on into a storefront:
while the significant difference in costs for a food cart and a
storefront is a benefit for market-entry, it is a barrier to growing
the business (see Table 3 in page35). Even the most successful
food carts, who have the means and business capabili es of
making the transi on, are limited to specific condi ons that will
allow for con nued success in a storefront, such as finances,
ming, and space.
Desire to Move into a Storefront
•
Food carts vendors some mes consider the cart to be a steppingstone to a storefront business: over half (51%) of food cart vendors
surveyed plan to move into a storefront in the future; there is not a
large difference between vendors opera ng within the CBD (47%) and
those outside of it (55%).
•
Vendors who want to open a storefront o en do not plan to sell their
cart: several of the vendors interviewed plan to keep their carts if they
move to a storefront, either as an addi onal loca on or to enhance
their storefront loca on.
•
Some vendors are not interested in expanding, o en because of
perceived difficul es these including financial difficul es and finding
a loca on.: several vendors said they were not interested in moving
into a storefront. One cart owner was concerned about losing the
in mate customer interac on she currently has at her cart.
“I like being outside. I see a million faces everyday. Working a kitchen, it is too crowed and sucks your soul.” – Food Cart Owner
“I feel good about what I am doing and making people happy.” – Food Cart Owner
Introduction
Methodology
Site Analysis
Findings
Recommendations
33
Findings
8. Food cart owners do not frequently access small business development resources available
to them, such as bank loans and other forms of assistance.
The majority of food cart owners do not have business loans through banks or other lending
groups, but they do have access to funds through personal means that allow them to start
their businesses without ins tu onal debt. The under-u liza on of these resources may
contribute to difficul es associated with opening and opera ng a food cart.
Accessing Assistance
•
Few vendors receive job training, help developing a business plan, or financial assistance
aside from their family and friends: only 18% of vendors overall received any ini al job
training, such as what Mercy Corps NW offers.
•
Most cart owners financed their business with help from family or by using their savings:
over half of vendors (51%) report receiving assistance from family members, and almost
half used personal savings (49%) to start their businesses. Only 2% received support from
an organiza on, and 8% used a home equity loan. One vendor interviewed said he talked
to his bank about ge ng a loan, but he thinks that the mortgage crisis is preven ng
people from ge ng loans.
•
There are no trade organiza ons available to food cart vendors in Portland: vendors’
opinions about whether or not they would benefit from such an organiza on seem varied;
one owner thought that vendors compete too much to want to work together, whereas
several others felt that it would be beneficial.
34
Introduction
Methodology
Site Analysis
Findings
Recommendations
Findings
The cost of doing business comparison indicates the differences in market-entry for push carts, sta onary mobile carts, and small businesses. It
clearly demonstrates the difficulty of moving from even a successful food cart into a more stable storefront. This study found only one case of a
business making the transi on, although several cart businesses are at various stages of realizing that goal.
Sources: Portland Development Commission. (2007). Cost of Doing Business Es mator. (Retrieved 4/2008). Mercy Corps Northwest. (2008). Data from 2007
financial forecasts. Costs for push carts and food carts are based on average responses to Food Cartology vendor surveys and interviews.
Table 3: Cost of Doing Business Comparison
Number of Employees
Range
Revenues
Recurring Costs
One-Time Costs
Building Permits
Taxes (State and Local
Total)
Total Costs
Land Rent
Rent
Storage
Commissary Kitchen
Workers’ Compensa on
Total Recurring Costs
Push Cart
1
Low
$10,000
$0
$100
$200
$500
$0
$800
System Development Charges $0
Cart (depreciated cost over 10 $200
years)
Total One-Time Costs
$800
$0
$100
$1,100
2
High
$20,000
$0
$100
$700
$4,200
$0
$5,000
Sta onary Mobile Cart
1
2
Low
High
$30,000 $50,000
$6,000
$7,200
$0
$0
$0
$0
$0
$0
$0
$0
$6,000
$7,200
Small Business
1
2
$0
$600
$0
$600
$5,000
$0
$100
$5,700
$48,999
$97,998
$11,186
$0
$0
$990
$12,176
$22,372
$0
$0
$1,980
$24,352
$0
$3,000
$1,511
$0
$3,021
$0
$6,000
$0
$100
$7,200
$0
$100
$12,176
$1,338
$214
$24,352
$2,036
$294
$6,700
$10,300
$15,239
$29,703
Notes: The small business costs are based on the costs for a small storefront restaurant. The ranges show different costs that various carts
may experience. For example, some low-end carts may incur higher-end expenses and vice versa. The one- me cart cost is depreciated over
10 years. Purchase costs range from $2,000 for push carts to $30,000 for sta onary mobile carts regardless of financing.
Introduction
Methodology
Site Analysis
Findings
Recommendations
35
Recommendations
The food cart industry will con nue to operate in Portland for the
immediate future. However, without some degree of planning
for the future of carts, the public benefits and micro-enterprise
opportunity they provide may be reduced, or even lost. The market
for developable land heavily influences food carts’ viability, and
dictates how and where food carts can survive unless innova ve
strategies are employed to iden fy new ways to incorporate them
into the urban fabric of Portland. Alterna vely, over-regula ng food
carts can significantly reduce the community end economic benefits
they provide.
UVG has developed three strategies to promote the beneficial
aspects of food carts and mi gate nega ve impacts. Each of these
strategies is comprised of several proposed ac ons that various city
agencies could implement, which require varying levels of resource
commitment. In some cases a partnership with exis ng community
organiza ons is recommended, and par cular organiza ons have
been iden fied.
Vision PDX
The Bureau of Planning is currently upda ng the Comprehensive
Plan that will guide Portland’s development over the next three
decades. Promo ng food carts will address all three central
values of VisionPDX, a guiding document for the comprehensive
plan.
Community Connectedness and Dis nc veness: providing
funding and programma c resources to strengthen the food
cart sector will contribute to ghtly-knit communi es by
providing avenues for social interac ons, improving street vitality
and safety. The colorful Mississippi carts are an indica on
of how diversity of cart design can add to a neighborhood’s
dis nc veness.
Portland’s food carts are part of what makes Portland unique!
-Public Survey Respondent
Equity and Accessibility: UVG found that food carts are o en
owned by immigrants, that the work is o en sa sfying and that
many cart owners are able to support themselves and their
families. Promo ng this industry will therefore also expand
economic opportuni es among Portland’s increasingly diverse
popula on.
The food carts are great addi on to Portland’s personality and the
DIY a tude of the city’s residents. I absolutely love them. They’re
right up there with the Farmers Market and Saturday Market in my
book.
-Public Survey Respondent
Sustainability: UVG’s recommenda ons advance sustainability—
socially through the personal interac ons common at food
carts; environmentally as they are usually accessed by nonautomobile uses; economically by promo ng local businesses
and neighborhood retail areas; and culturally in their reflec on
of Portland’s diversity.
36
Introduction
Methodology
Site Analysis
Findings
Recommendations
Recommendations
Criteria
A wide variety of alterna ve ac ons to address the issues determined
in the study were reviewed and evaluated against two types of criteria.
First, the proposed ac on was evaluated on the basis of its ability to
accomplish the project goals of promo ng the benefits of food carts,
mi ga ng impacts, and overcoming challenges. The second set of
criteria evaluates poli cal, financial, and administra ve feasibility,
answering the following ques ons:
Poli cal Viability
Is the ac on acceptable or could it be made acceptable to relevant
stakeholders?
Financial Feasibility
Do the benefits of the ac on jus fy the costs associated with
implemen ng it?
Administra ve Operability
Can the current agency staff implement and manage the ac on?
The analysis of the most favorable alterna ves is shown in Table 4.
UVG believes that the following recommenda ons are most effec ve
and capable of being implemented based on our evalua on.
that exist usually preclude vendors from moving into the new
retail spaces. Furthermore, the data indicate that finding a site is
a barrier to opening a food cart, which will become increasingly
more difficult as vacant lands are developed. It is in the City’s best
interest that food carts act as interim uses of vacant lands and not
preclude development; however, this further diminishes the stability
of cart sites. Furthermore, there are many exis ng public and private
spaces that could benefit from the presence of food carts, especially
to promote interim infill in commercial nodes outside the central
business district. UVG recommends the following ac ons to expand
op ons for food cart loca ons:
Ac on 1.1
Encourage developers to designate space for food carts in
appropriate projects. As vacant lands are developed, working
with developers to ensure that the public benefits associated with
food carts are maintained will be important. Such spaces can help
increase the stability of the loca on for the food cart owner and
allow the developer to provide dis nc ve character to a project that
is suitable for food carts.
Ac on 1.2
Strategy 1: Iden fy addi onal loca ons for food carts.
As the city matures and the market condi ons that have facilitated
food carts loca ng on surface parking lots begin to change, the City
should iden fy addi onal loca ons where food carts can operate.
All of the property owners interviewed indicated that they plan to
develop the property when the market condi ons are right, and the
barriers
Introduction
Methodology
Site Analysis
Work with neighborhood partners to iden fy privately-owned sites
that could be adapted for food carts and are appropriate for such
uses. Sites may include proper es with exis ng shelter or electric
hook-ups, space for sea ng, adequate pedestrian access, and market
demand for addi onal small restaurant uses. Food carts should be
especially considered in areas where they could make an area feel
safer.
Findings
Recommendations
37
Recommendations
Ac on 1.3
Ac on 2.1
Provide space for food carts in exis ng publicly owned loca ons and
consider carts in projects currently under development. Food carts
represent an opportunity for the City to provide avenues for local
small business development in areas they may not otherwise be
able to afford rent. Some examples of exis ng or proposed loca ons
where food carts could be accommodated include: city parks, the
downtown bus mall, MAX stops and transit centers, park and ride
facili es, Ankeny Plaza, Centennial Mills, and sidewalks in popular
commercial or high-pedestrian-volume districts. The Eastside
light rail line is a good example of an opportunity with significant
pedestrian traffic that would benefit from the presence of carts.
Partner with community organiza ons to develop an outreach strategy.
Working with Mercy Corps NW, Hacienda, Immigrant and Refugee
Community Organiza on, Community Development Corpora ons,
and other community groups, iden fy exis ng and poten al food
cart entrepreneurs and inform them about exis ng programs that
provide business assistance. Such assistance should include marke ng,
developing a business plan and financial planning, accessing grants,
and naviga ng the permi ng process. A variety of outreach tools
could be used including developing a website or hos ng a food cart
fair, which would connect vendors, farmers, landowners, and small
business support providers.
Strategy 2: Increase awareness of informa onal resources
for stakeholders in the food cart industry by connec ng
them with exis ng programs.
Ac on 2.2
The results of this study indicate that food cart owners do not
appear to be accessing assistance currently available through exis ng
programs and resources. Many small business programs such as
Mercy Corps NW, Hacienda, and other non-profit organiza ons
provide financial planning and other business development services.
Cart owners or poten al owners could benefit from business plan
assistance, help finding a cart and loca on, guidance maneuvering
the regulatory environment, and many other aspects of beginning
a business. Such assistance could help increase the profitability of
food cart businesses, increase the number of owners that are able to
save money, and eventually help those that wish expand or transi on
to a storefront. UVG recommends the following ac ons to increase
awareness of these resources among food cart owners:
38
Introduction
Methodology
Expand the business finance and incen ve programs at PDC to include
targeted support for food carts. Currently, programs provide many
types of resources to tradi onal small business, which could also
benefit food carts. PDC should expand their loan and assistance
programs to specifically target food cart owners. This assistance could
include helping food carts’ start-up challenges and assis ng them as
they transi on into storefronts. Assistance could include providing
space for storage of addi onal goods needed for the move to a larger
loca on and a savings program to aid financing the transi on.
The trust of a city is formed over me from many, many li le public sidewalk contacts. It grows by people stopping by at the bar for a beer, ge ng advice from the
grocer and giving advice to the newsstand man, comparing opinions with other
customers at the bakery…
-Jane Jacobs (1961)
Site Analysis
Findings
Recommendations
Recommendations
Hacienda hosts a micro-enterprise program
called Micromercantes. The project which
started only last year has already created a
buzz in local farmer markets. At fourteen
weekly farmers markets, Micromercantes
sells the best tamales in town. Seventeen
women, mostly La na single mothers,
increased their household income by 2530% by par cipa ng in the program. This
year they will open a food cart downtown.
The cart will be run by a coopera ve of 14
women. Through the program they offer
access to MercyCorp’s 3-to-1 individual
development account (IDA) match
program, and business skills training.
The staff at Hacienda are providing a key
role by naviga ng many of the hurdles
associated with opening a cart including
finding a loca on, purchasing a cart, and
ge ng licensed. Finding a commercial
kitchen is also another commonly hurdle
to opening a food cart and Hacienda is
building a commercial kitchen at one of
their affordable housing sites.
Introduction
Methodology
Stratety 3: Promote innova ve urban design elements that support food
carts.
Innova ve urban design can promote the benefits of food carts while mi ga ng their
nega ve impacts by implemen ng the following ac ons:
Ac on 3.1
Support publicly- or privately- provided food cart site improvements that increase public
ameni es. Such ameni es could include sea ng, shelter, landscaping, and pedestrianfriendly sidewalks. The proposed awning and railing on the bus mall at SW 5th and Oak
are examples of such improvements.
Ac on 3.2
Work with stakeholders to ensure an adequate supply of trash cans. Work with
Multnomah County Health Department, private property owners, and/or food cart
owners to ensure that sites have adequate trash cans at food carts.
Ac on 3.3
Sponsor a design compe on to incorporate food carts uses on sites. A cost-efficient way
of increasing awareness and promo ng crea ve design, such a compe on could develop
ways of incorpora ng food carts or smaller retail niches that may be appropriate for cart
owners who want to expand.
Ac on 3.4
Con nue to support diversity in design regula ons. Currently, the design of carts on
private property is not regulated. Push carts on the public right-of-way that undergo
design review have minimal design requirements. UVG’s study found that the cart
design did not influence either the public’s percep on of food carts or the level of social
interac on. Therefore, the City should con nue to allow the food carts to reflect design
diversity.
Site Analysis
Findings
Recommendations
39
Recommendations
Portland Transit Mall Revitaliza on Project
Over the past two years, Trimet’s Block By Block (BBB) project has iden fied opportuni es
to make the mall safer, livelier and more economically vital. Food carts are a key ingredient
in the mall’s revitaliza on and one that will contribute to the ac va on and anima on of
downtown, according to a BBB report on street vending.28
Based on research on food cart prac ces in Portland and other U.S. ci es, BBB made four key
recommenda ons for a new food cart program.29
1. The food cart program should be managed and regulated by the non-profit Portland Mall
Management Inc.(PMMI). Exis ng sidewalk push carts should con nue to be regulated
by the Portland Office of Transporta on.
2. Food Carts should be established at seven prime loca ons that were iden fied by BBB.
3. Cart operators should be recruited from well-know restaurants and cafés, such as Papa
Haydn’s, Jake’s and Moonstruck Chocolate’s.
4. PMMI should lease “off the shelf” carts to vendors and modifica on should be limited to
adding PMMI’s logo as well as the cart company’s name.
UVG applauds the food cart program as outlined above and recognizes it as a significant step
in making the transit mall a vibrant social space. We do, however, recommend adap ng
the program in light of our findings in order to make the most of the $200 million public
investment in the Transit Mall Revitaliza on Project. We recommend the following two
program adapta ons:
1. The food cart program should consider economic equity as a central objec ve and
recruit cart operators, not from high end restaurants, but from low income and minority
communi es.
2. Crea vity in cart aesthe cs should be encouraged, rather than limited, in order to allow
vendors to crea vely par cipate in the design of the urban fabric. UVG’s results show
that the aesthe cs of a cart’s exterior has li le impact on the social benefits of the
enterprise but may add to a neighborhood’s dis nc veness.
40
Introduction
Methodology
Site Analysis
A proposed transforma on of a 1980s bus shelter into a
street vending space in the Transit Mall
Source: Block By Block
Findings
Recommendations
Recommendations
Innova ve Design for Density and Carts
Next Steps
The mixed-use affordable housing development Hismen Hin-nu
Terrace in Oakland, California, demonstrated how vending carts can
complement high density development by incorpora ng vendor niches
in its façade at street level. The architect Michael Pyatok included street
vending in the design to create livelier, safer sidewalks and to provide
entrepreneurial opportuni es for the low income immigrant residents of
the neighborhood. The sidewalk niches are recessed five feet from the
sidewalk and roll-down curtains allow vendors to store their wares safely
overnight. Unfortunately, the design was not flawless; views into the
indoor retail space located behind these niches were blocked by the street
vendors. With slight design modifica ons, the retail element of the award
winning Hismen Hin-Nu Terrace could have been even more successful.27
This project is a good example of ways that ci es can foster spaces for food
carts even a er vacant lands and surface parking have been developed.
This preliminary analysis of the food cart industry indicates
addi onal research opportuni es into ways that the City of Portland
can assist or manage the food cart industry to achieve city-wide
goals.
Food Access. Food carts may increase access to food in low-income
neighborhoods, which may lack grocery stores or access to fresh
fruits or vegetables. A er iden fying access to food as an equity
issue for the City to address, New York made addi onal food cart
permits available to carts that sell fresh produce in low-income
neighborhoods. Portland could explore similar ways to increase
food access by providing incen ves for food carts to locate in target
neighborhoods.
Rethinking Zoning. since the placement of mobile food carts on
private land is unregulated by the zoning code, there is limited
oversight or public involvement for the placement of such a site.
The City may want to explore the possible ways to permit food cart
sites, especially where several are located on one parcel. However,
the City should be aware that increased regula on might be a
dis nct concern and poten al barrier to carts
Vendor niches at Hismen Hin-Nu Terrace, Oakland, CA
Source: www. wall.aa.uic.edu
Introduction
Methodology
Site Analysis
Findings
Recommendations
41
Recommendations
Table 4: Recommenda on alterna ves evalua on
Poli cally
Viable
Financially
Feasible
Administra ve
Operability
X
X
X
X
X
Work with neighborhood partners to iden fy privately owned sites that could be adapted for
interim uses like food carts
X
X
X
X
Provide space for food carts in new or exis ng publicly owned loca ons
X
X
X
X
Purchase and develop a property explicitly for food carts and other micro-enterprise businesses
X
X
X
Develop a referral system to connect property owners with space and food cart owners looking
for a site
X
X
Partner with community organiza ons to develop an outreach strategy
X
X
X
Expand the business finance and storefront improvement programs at PDC to include support for X
food carts and other micro-enterprises
X
X
X
Support publicly or privately provided food cart friendly site improvements that increase public
ameni es
X
X
X
X
Sponsor a design compe
X
X
X
X
X
X
X
X
X
X
X
Increase awareness of
Promote Innova ve
informa onal resourcUrban Design
es for stakeholders
STRATEGIES
Iden fy Addi onal Locaons for Food Carts
ACTIONS
42
on to incorporate food carts on site
X
Work with stakeholders to ensure an adequate supply of trash cans at food cart sites
X
Con nue to support diversity in design regula ons
Introduction
Methodology
Site Analysis
Impact
Mi ga on
Encourage developers to designate space for food cart opera ons in appropriate projects
Benefits
Promo on
Overcomes
Challenges
CRITERIA
Findings
X
X
Recommendations
X
Notes:
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
24.
25.
26.
27.
28.
29.
Portland Food Carts: foodcartsportland.com, Food Cart Map: www.speakeasy.org/~aeschright/maps, Sellwood Corner Food Carts: myfoodcart.com, all accessed 5/26/2008
Cha y-Nougat Chew-Chew: Eat Mobile Gobbled up the Crowds Under the Fremont Bridge. Byron
Duin, Steve. The rules don’t apply at this buffet line. The Oregonian. July 4, 2002
Mehta, Vikas(2007). Lively Streets: determining environmental characteris cs to support social behavior. Journal of Planning Educa on and Research 27: 165-187; Jacobs,
Jane (1961). The Death and Life of Great American Ci ies; Whyte, William. (1980). The Social Life of Small Urban Spaces. 52.
Mehta, Vikas, (2007).
Whyte (1980).
Duin, Steve. Crab and whine aren’t on the menu. The Oregonian. 10/16/2007.
Portland Plan: “Comprehensive Plan” Evalua on by the Urban Form Technical Working Group, DRAFT report, March 25, 2008. p.19.
Portland Plan: Economic Development Assessment Report and Workplan Technical Working Group DRAFT, Feb. 19, 2008
Duin, Steve. The rules don’t apply at this buffet line. The Oregonian. July 4, 2002
Oregon Economic and Community Development Department. Accessed 5/23/2008. h p://www.oregon4biz.com/smbiz.htm
Portland Development Commission. Final Report: Portland Small Business Prosperity Strategy. (Retrieved May 23, 2008). (p. 3). h p://www.pdc.us/pdf/bus_serv/pubs/
portland_small_business_prosperity_strategy.pdf
Temali, Mihailo. (2002). The Community Economic Development Handbook: Strategies and Tools to Revitalize Your Neighborhood. Amherst H. Wilder Founda on. p.3.
h p://streetvendor.org/public_html Accessed 2/15/2008
h p://www.nuestracdc.org/Village%20Pushcarts.html Accessed 2/15/2008
Portland Plan: Economic Development Assessment Report and Workplan Technical Working Group DRAFT, Feb. 19, 2008, p.6.
Ibid, p.11.
Press Release from the City of New York. December 18, 2007. “Mayor Bloomberg and Speaker Quinn announce Green Cart Legisla on to Improve Access to Fresh Fruits
and Vegetables in Neighborhoods with Greatest Need.”
City of Toronto. www.toronto.ca/business/alacart.htm. Accessed 5/3/2008.
Johnson, Gary. April 20th, 2007. Personal Interview. City of Sea le, Bureau of Planning.
Renaud, Jean-Paul. “For the Love of LA Taco Trucks.” May 1st, 2008. LA Times.
Editorial, “Unwelcome Mat for Taco Trucks.” August 15, 2000 Oregonian.
Morales, Alfonso. (2008) Planning for Street Markets and Street Merchants. Presenta on to American Planners’ Associa on Conference, 4/2008.
Portland Monthly, April 2008. Crime sta s cs based on Portland Police Bureau 2007 sta s cs. Crime defined as incidents of murder, rape/sodomy, molesta on, robbery,
aggravated assault, burglary, arson, auto and bike the , larceny, and vandalism.
Coali on for a Livable Future. Regional Equity Atlas, 2007.
ESRI Business Analyst, 2007
Rudy Bruner Award for Urban Excellence, Silver Medal 1997.
January 24, 2007, p. 1 “Summary of Vendor Cart Inves ga ons”
April 2, 2007. Portland Transit Mall Re-vitaliza on Project. “Final Vendor Cart Recommenda ons”
Appendix A-Regulatory Session Attendees
Richard Eisenhauer, Portland Office of Transporta on, City of Portland
Kenneth Yee, Multnomah County Health Department, City of Portland
Randall Howarth, Multnomah County Health Department, City of Portland
Sterling Bennet, Bureau of Development Services, City of Portland
Kenneth Carlson, Bureau of Development Services, City of Portland
Suzanne Vara, Bureau of Development Services, City of Portland
Judy Ba les, Bureau of Development Services, City of Portland
Kate Marcello, Bureau of Development Services, City of Portland
Mike Ebeling, Bureau of Development Services, City of Portland
Appendix B-Survey and Inventory Instrument
Location:
Site
Total Number of
Carts On Site
Date/Time:
Odor (1-3)
Smell Pleas- Noise (1-3)
ant? (Y/N)
PUBLICY Provided Furnishings
# of trash cans
#ofbenches # of street
trees
Site Inventory
Name:
Litter on
Site (1-3)
# On Street
# Of Off
Paved
Parking Available StreetParking (Y/N)
directly in front
on Site
Shaded Area
Side walk Block
Provided on site to width(feet) Side
sit(Y/N)
Speed
Other site improvements
Pedestriancrossingsafetyfeatures
DEFINITIONS
Total Number of
Carts On Site
Odor (1-3)
Record the total number of Carts on the Site and others
immediately ajacent
Rank the Odor of the entire site
1-No noticeable food smells
2-Mild food smells on site
# Of Off Street Parking Available
on Site
Paved (Y/N)
Shaded Area Provided on Site
(Y/N)
What is the side walk width?
3-Strong food smells across street or 50 feet away
Block Side
If odor is ranked 2 or 3. Are the food smells pleasant? Speed
Rank the noise level of the entire site
Publicly provided furnishings
ApproximatethenumberofvehiclesthatcouldparkonsiteforFREE
Is the site paved?
Is there a shaded area provided to sit under?
In feet in front of carts
What side of the block are the carts on? (N,S,E,W)
Smell Pleasant?
What is the posted speed limit on the street in front of the site?
Noise (1-3)
Recordnumberofpubliclyprovidedtrashcans,benchesandstreet
trees on the block that the carts are located all four sides of block
1-No noticeable noise coming from site
Other site improvements
List any other improvements to the site including laying
down bark, flowers, benches, art….
2-Somenoisecomingfromsitethatadjacentneighborscan Aretherepedestriancrossingsafetyfeaturesto Describepedestriansafetyaccessfeaturesthatprovideachear
the site--curb bulbs, crosswalks?
cess to the site (curb bulbs, crosswalks)
3-You hear noise from the site from 50 feet away
Litter on Site (1-3) Rank the amount of litter on the site (the entire block)
1- No noticeable litter
OtherNotes:Pleasenoteanyotherrelevantstreetdesign/publicamenitiesorpointsofinterestsurrounding
the site:
2- Less then 20 pieces of litter
3- More then 20 pieces of litter
On Street Parking NumberofSpaceavailableonthestreetdirectlyinfrontof
Availabledirectly in blockthatcartsarelocated(allsidesoftheblockbothsides
front
of the street)
Location:
Date/
Time:
Cart Inventory
Name:
Carts
Awning Porch Gar(Y/N)
(Y/N) bage
Can
(Y/
N)
Definitions
Name of Cart
Awning (Y/N)
Porch (Y/N)
Garbage Can (Y/N)
Sidewalk Sign (Y/N)
Cart specific seating
** NOTES
Record Name Of Cart
Is there an awning that is
attached to the cart?
Is there a deck or porch?
Does the cart have a garbage can?
Does the cart have a sidewalk sign?
Number of seats
Sidewalk
Sign
(Y/N)
Cart
Exterior
specific Aesthetseating # ics of Cart
(1-3)
Water/
Gas Tank
Visibility
(Y/N)
Name of Owner
Survey
Dropped
Off
(Y/N)
Survey
Picked
Up (Y/
N)
Exterior Aesthetics of Rank the aesthetics of the cart
Cart (1-3)
1-Cart is not maintained, visibly in disrepair, AND no art or
decoration
2-Cart is maintained but no art or decoration
3-Cartismaintainedandattractivewithdecorationsandart
Gas/Water Tank
Arethegas/watertanksclearlyvisiblefromthestreet?(Y/N)
Public Intercept Survey
Vendor Survey
Neighborhood Business Survey
Appendix C-Interviewee List
Stakeholder Group
Organiza on
Representa ve Name
Private Property Owner (Downtown)
City Center Parking
Mark Goodman
Private Property Owner (Sellwood)
Sellwood An que Mall
Mark Gearhart
Private Property Owner (Mississippi)
Mississippi Rising LLC
Rachel Elizabeth
Private Property Owner (Cully)
Cully Owner
Gerald Kieffer
Food Trailer/Cart Owner (Pioneer Square)
Shelly’s Garden: Honkin’ Huge Burritos
Shelly Sandoval
Food Trailer/Cart Owner (Downtown)
Loco Locos Burritos
Ana Maria
Tabor
Monika Vitek
Rip City Grill
Clint Melville
Food Trailer/Cart Owner (Sellwood)
Garden State Foods
Kevin Sandri
Food Trailer/Cart Owner (Sellwood)
Wild Things
Rick
Food Trailer/Cart Owner (Miss)
Tita’s Pista
Judith Stokes
Food Trailer/Cart Owner (Miss)
Moxie Rx
Nancye Benson
Food Trailer/Cart Owner (Cully)
Taqueria Uruapan
Unknown
Food Trailer/Cart Owner (Cully)
Taquería Mendoza
Unknown
Neighboring Business Owner (Downtown)
Avalon Vintage
Paul Basse
Neighboring Business Owner (Downtown)
The City Sports Bar
Tim Pearce
Neighboring Business Owner (Sellwood)
Elinas
Gary Craghead
Neighboring Business Owner (Miss)
Lovely Hula Hands
Sarah Minnick
Neighboring Business Owner (Cully)
Taqueria Or z
Gilberto Or z
Neighboring Business Owner (Other)
Tiny’s Coffee
Tom Pena, Nicole Pena, Rachael Creagar
Restaurant Owner
Tio’s Tacos
Pedro Rodriguez
Regulatory
PDC
Kevin Brake
Regulatory
BDS
Joe Botkin
Regulatory
BDS
Lori Graham
Regulatory/Financial
PDC (former Albina Comm. Bank)
Stephen Green
Regulatory
State of Oregon, Building Codes
Ernie Hopkins
Regulatory/Public Health
Multnomah County Health Department
Ken Yee
Micro enterprise
Mercy Corps
Sarah Chenven
Micro enterprise
Hacienda
Suzanne Paymar
Urban Design
Bureau of Planning
Mark Ragge
Urban Design
Private Consultant
Tad Savinar
Business Development
Alliance of Portland Business Associa ons
Jean Baker
Portland Street Vending History
Ga o & Sons
Auggie Ga o
Appendix D-Team Profile
HANNAH KAPELL
A na ve of Plymouth, Massachuse s, Hannah moved to
Portland to study anthropology at Reed College. She joined
the MURP program in Fall 2006 to focus on bicycling and
sustainable transporta on planning. Hannah is currently
interning at Alta Planning + Design, where she is conduc ng
a sta s cal analysis of the Safer Routes to School three-year
program. She is also a graduate research assistant in the
Intelligent Transporta on System Lab, working on a project
to determine the freight industry’s effects of conges on in
Oregon.
AMY KOSKI
PETER KATON
Amy is interested in the role of small businesses in crea ng vibrant
local economies. Recently, she worked as an intern at the City of
Portland, Bureau of Planning conduc ng work on the Commercial
Corridor Study. She is a graduate research assistant for the Ins tute
of Portland Metropolitan Studies, where she compiled data for the
Oregon Innova on Council to inform a statewide economic study
and contributed to the Metropolitan Briefing Book 2007. Currently,
she is working on a regional food systems assessment. This past
fall, Amy studied in Argen na for five months where she had the
opportunity to work with the indigenous popula on and workerowned coopera ves.
A na ve Portlander, Peter is a graduate of Lewis & Clark College with
a Bachelor’s degree in Psychology. A er working for several years in
community mental health and employment services, Peter joined the
MURP program in Fall 2006. Currently an intern with the non-profit
Growing Gardens, he assists with program development, resource
acquisi on and community outreach. With a keen interest in social
jus ce, Peter is a founding member and secretary of the student group
Planning Includes Equity. Outside of his studies, Peter enjoys gardening
with na ve plants and is ac ve in a local effort to bring innova ve
means of exchange to Portland that supports the triple bo om line.
Appendix D-Team Profile
COLIN PRICE
JINGPING LI
A na ve of China, Jingping used to work as program
officer in China’s Ministry of Land and Resources,
focusing on land use and natural resource
management issues. She joined the MURP program
in Spring 2006 with an interest in environmental
planning and sustainability. As a Graduate Research
Assistant, Jingping is ac vely involved in the ChinaU.S. Sustainable Land Use and Urban Planning
Program housed in the College of Urban and Public
Affairs that also partners with the Interna onal
Sustainable Development Founda on.
Prior to joining the MURP program in Spring 2006, Colin
worked as a consultant on environmental planning and site
assessment projects in Arizona, San Francisco, and Portland.
Currently, he works as a planner for Portland State
University’s Housing and Transporta on Services where
he is responsible for conduc ng and analyzing campus
transporta on surveys, managing PSU’s transporta on and
housing-related Business Energy Tax Credit applica ons,
and is involved with sustainable transporta on research.
Colin has also worked as a research assistant at the Ins tute
of Portland Metropolitan Studies developing the Measure
37 claims database and regional food system assessment
projects. His interests include crea ng resilient, equitable
communi es, examining the intersec on of rural and urban
interests, and understanding the role of public health in
planning.
KAREN THALHAMMER
Karen worked as a policy campaign coordinator in San Diego where she
worked to pass a living wage ordinance for the City of San Diego. While
there, she also organized a labor, housing, and environmental coali on to
nego ate on planning policy and development projects. At the Community
Alliance of Tenants she served as the Housing Policy Director and worked
on a successful campaign to require that 30% of TIF be spent on affordable
housing. This work lead her to PSU to work towards the MURP degree and
Cer ficate in Real Estate Development. Most recently Karen worked at the
Portland Development Commission. Currently she is the Na onal Associa on
of Realtors Fellow and authors ar cles on the housing, office, and retail
market for the PSU Center of Real Estate Quarterly Report.

Food Cartology - Portland - The City of Portland, Oregon

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